Injection system for internalcombustion engines



INJECTION SYSTEM FOR INTERNAL-COMBUSTION ENGINES Filed Nov. 5, 1947 H. N. HSER" Jan. 6, -1 953 5 Sheets-Sheet 2 ACE/4% lNVENTOR.

ATTORNEY. v

Jan. "6; 953' 'FISER' ,5

INJECTION SYSTEM FOR INTERNAL-COMBUSTION ENGINES Filed Nov. 5, 1947 3 Sheets-Sheet 5 INVENTOR.

ATTORN EY.

Patented Jan. 6, 1953 n UNl-TED STATES PATENT OFFICE INJECTION" SYSTEM FOR." INTERNAL- COMBUSTION ENGINES HarlaniN'. Fiser, Pittsburgh; Pa.

Application Nbvemlier 5, 1947, Serial No. 784,137

T Claims; 1.

This invention pertains generally to fuel" injection systems of internal combustion engines and more particularly to those where liquid fuel is apportioned by a central metering device to be injected into thecombu'stion' chambers. of all work cylinders: Present devices" of this characten are" complicated and cumbersome. employing a relatively great number of" coa'cting parts; the injuryto; or even frictional disturbance of; any one'resultingin partial or total failure of: the device.

Myinvention"obviatesthis and other. drawbacks by providing a" fuel" injection system of simple and sturdy construction consisting of" the combination-of relatively few and mechanically strong structural parts.

I achieve these objects by employing means for supplyingfuel' under pressure and apportioning' and controlling the fuel in response to airm'eterin'gmeansby relatively few-parts of simple 9 construction:

Hence one object ofmyinvention isto provide a fuel injection system for internal combustion engines in which-"fuel is" supplied by fuel pum means under higher delivery pressure in'qu'antitiesin excess of those necessary to" be injected, into the work cylinders and employing a fuel distributorhousing having means? to apportion the amount of fuel to be injected into the. work. cylindersin response to air-metering means provicle'd' in the air intake manifold;

Another object of" theinventionis' to provide a fuel injection systemin whichthe: amount of fuel relative to' that of the air supplied is selectively variable by manual means;

A further object of th invention is to provide a device'- of the type set forth; in which the metering of the fuelis accomplished by the axial' positioning of a rotating sleeve in a fuel distributing housing of progressively increasingwidth which sleeve is provi'ded with sets of radial holes periodically coacting with radial pockets" connected tothe fuel injectors of the'workcylinders sure differences stablished byair-metering' means-in theair'intakemanifold of the engine; Stillanother'object of the invention is to provides a fuell injection system which employs re-- by the accompanying drawings in which:

Figure 1 is a semi-diagrammatic crosssec-. tional view of the device showing also" diagrammatically and to a smaller scale fragments of the intake manifold and of one of 'thework cylinders of the engine.

Figure 2 is a top view of th device shown in Figure 1 the outer cover having been removed.

Figure 3 is a partial sectional view on line 3 -3 in Figure 2.

Figured-is a partial sectional view on line'i-t' in Fi'gureB'.

Figure 5 isa partial sectional view on-- line 55 in Figure 1.

Figure 6 is apartial sectional view on line ii -6 in Figure 1 Figure 7 is a fragmentary viewpartiallyin section on line 1-1" in Figure-1 Figure 8 i'sa perspe'ctive view of abroken away; portion of the fuel distributor housingshowing some of the radial", triangular pockets therein.

Same parts are designated bythe same characters of referenc throughout the several views of the drawings.

Referring now to the drawings by the characters-ofreference in Figures 1 to 8, the preferred embodiment of the invention showncomprises a distributing" unit; generallydesignated' by I'll and a control unit,generallydenot'ed by" Hill both b'eing: preferably mounted upon a common base Z'llll' that" is part of, or rigidlyfixed by suitable rrreans to, a stationary part of" the internal combustion engine, generally' denoted by 3011; fragments of which are diagrammatically indicated to a smaller scale.

The distributing unit In iscomposed of an elongated: and preferably vertically disposed dis-1 tributing housing u, having a middle; thick. walled. portion I2 inwhich a cylindrical sleeve I3 is rotatably and axially reciprocabl'y' mounted. Thetop' portion M and bottom portion 15 of di's tributor housing II have inner cavities that are radially larger than the bore of middle housing portion I2 in which sleeve is sealingly rotates and reciprocates. The thick walled middle housing portion I2 is provided with a plurality of downwardly widening substantially triangular shaped radial recesses it that are outwardly closed with the exception of a hole I! and are inwardly, toward sleeve I3, entirely open.

The inner cylindrical bore of middle housin portion I2 is machined to a sufficiently close diameter to the outer diameter of sleeve I3 for sealing sliding fit, but it is important to mention that except for excessive leakage, the system is unaifected thereby except for a slight amount of fuel that might leak from one to the other radial recesses or pockets I6.

Sleeve I3 has flange It at its top portion which is slidingly engaged by slip ring I9 attached by connecting rods 24 to spider 2| having post 22 upwardly centrally protruding therefrom. The numeral 23 indicates a cover having a downwardly disposed central post 24 which engages slidingly and sealingly the upper portion of the bore of sleeve I3. Cover 23 and post 24 have a central threaded aperture 25 for mounting adjusting screw 23 the lower end of which serves as seat for helical spring 27 urging pressure regulating valve 28 downwardly in cavity 29 of central post 24 toward central hole 39 communicating with the bore of s eeve I3. Adjusting screw 26 mainly serves to limit the movement of the valve 28 also to compensate as leakage develops due to wear.

Regulating valve 28 is suitably shaped to seal off aperture 33 in which valve 28 is guided for reciprocating motion by suitably shaped guide pin 3| protruding downwardly from the tip of valve 28. Central post 24 has side openings 32 communicating with the cavity in the top housing portion I4. Lock nut 33 fixes regulating screw 26 into adjusted position. Return spring 34, compressed between cover 23 and spider 2 I, tends to return spider 2I and sleeve I3 to their highest position, lifting them upwardly by connecting bars 20 that pass cover 23 through openings and attached to slip ring I9 engaging slidingly sleeve I3 by its flange I8.

Sleeve I3 is provided at its lower end portion with axially extending flutes or splines 33 that slidingly engage flutes or splines 31 of drive shaft 38 that is vertically disposed and mounted in bearings 39 (held in distributor housing II) and bearing 40 accommodated in base 240. This drive shaft 38 has at its lower end driving means, such as miter gear 4| shown, rigidly fixed thereto while its top portion 42 is machined to fit slidingly the inner bore of sleeve I3.

I The lower portion of central post 24 and the upper portion 42 of the drive shaft 33 slidingly and sealingly fit the inner bore of sleeve I3. Should any excessive leakage develop between said portions, the screw 23 may be screwed downwardly thereby limiting the gap between the valve 28 and the valve seat, at the same time equalizing the leakage so as to maintain the pressure to equal the R. P. M. or speed ratio within the sleeve I3.

While post 24 is stationary and shaft 38 is rotating, their vertical distance is constant and it defines a chamber within the inner bore of sleeve l3 which chamber corresponds vertically to the locations of all radial, substantially triangularly shaped recesses or pockets I 6 provided in the wall portion I2 of distributor housing II. Sets of small feed holes 43 are drilled in sleeve I3 within the chamber defined between post 24 and drive shaft 38, preferably on a bias in parallel with the cut-off edge of pockets I6, the number of which sets depends upon the gear ratio between the drive shaft 38 over that of the crank shaft as hereinafter explained. The angular spacing of these sets of feed holes 43 (in case there are more than one set in a row) is equal and so is that of the pockets I6 but these spacings may not be the same. The number of the pockets I6 is the same as that of the Work cylinders. The sets of holes 43 in the rotating sleeve I3 engage periodically all the pockets in the same row in succession at successive time periods. The holes in each set 43 are arranged to spread out circumferentially so that when sleeve I3 is moved axially downwardly, the effective cross section and the time period of the fuel supply to pockets I 6 is increased; upward motion'of sleeve I3 has the contrary effect.

For example, in a four cycle engine having two rows of pockets in the distributor housing (say four pockets in each row for an eight cylinder engine, the pockets being spaced at ninety degrees from each other) and the speed ratio between drive shaft being l/2 (the drive shaft rotates with half of the number of revolutions per minute than crank shaft), then one set of feed holes 43 will be necessary for each row of pockets 0r all together two sets in the sleeve I3. If the speed ratio is 1/4 (drive shaft 38 makes 4 of the number of revolutions per minute than the crankshaft) then two sets of feed holes 43 will be necessary of each row of pockets, the holes being 180 degrees apart. If the speed ratio is 1/8 (drive shaft 33 makes of the number of revolutions per minute than the crank shaft) then four sets of feed holes 43 will be necessary for each row of pockets and their spacing will be degrees apart and the total number of feed holes 43 in this case will be eight sets. Thus by increasing the number of sets of feed holes 43 the speed of sleeve I3 may be reduced and with it its wear minimized.

Miter gear 4|, keyed to drive shaft 38, is positively driven through known means by the crankshaft (not shown) of an internal combustion en ine 380. Drive shaft 38, which is rotatably mounted in bearings 39 and 40, is axially substantially fixed and carries pump impeller 44 keyed thereto between bearin s 39 and 40. Impeller 44 is rotatably accommodated within suitable recess 45 provided in base 260.

As best shown in Figure 7, the impeller 44 is shown to be of a spur gear type which engages a similar gear 46, both drawing the fuel from supply pipe 4"! and delivering it through duct 48 at a higher pressure.

Duct 48 from the gear pump leads into an annular aperture 49 provided in bearing 39 which communicates with a suitable duct 50 axially dis posed in drive shaft 33 and leading to the upper end thereof establishing communication between the delivery duct 48 and the chamber 92 between post 24 and shaft 38 formed within the inner bore of sleeve l3 in which chamber the sets of feed holes 43 are disposed.

As best shown in Figures 3 and 4 the upper portion of distributor housing II is shaped to form master cylinder 5| and two operating cylinders 52 and 53. Master cylinder 5| accommodates vertically reciprocably piston 54 attached to piston rod 55 that traverses cover 23 and penetrates outer hood 56 through stufiing box 5] and stuffing boxi gland 58: tozpreventleakaget Piston. rod 55 is. connected tosuitable leverage (not. shown)- which is operativelyattached. to: theleverage 3.01 actuating'butterfly valve 302, which regulates: the air intake inthe: inlet manifold as it", is shown: diagrammatically and: fragmentarily toia. smaller scale in Figure l. Leverage 301, operating': butterfly-valve 3&2 and also piston rod 55', comprisesthe necessary linkage and bell cranks (not shown) for simultaneous and corresponding setting. of butterfly-valve 302, piston rod 55, and piston 54 of master cylinder 5I by manipulation of the operator of theinternal combustion engine 300.

Piston 54, mounted inmaster cylinder 5I, con-- tainsduct' 59 leading: from onesideo-f the piston to: the other. and accommodating a check valve" arrangement shown to be: consisting of ball 60 urged by: helical spring 51* into closing position in. duct 59 spring BI being supported by adjustable threaded seat 62 screwed into the lower threaded? portion of duct- 59. This check valve arrangement is shown to a larger scale at the lower portion of distributing housing I I, accommodated in a-suitable cavity of the'boss I0 thereof, and serving as a relief valve to admit fuel from the cavity of the lower housing portion I through pipe II into piping 41 leading to the intake .part-ofgear pump 44, 46' mounted, in recess 45 0f base-200. I2 are attachment means such as: bolts shown for rigidly fastening distributor housing. II toxbase'200; Cover 23 is fastened to distributor housing: II by bolts I5 and flange extension 68 0f shell 88 compressing gasket- I4 for sealing the spacebetween the outer hood 56 and the:shell 88. Bolts I5 andnuts I6 fasten the hood 56 tothe distributing housing I I andthe shell 88. In the middle, thick walled portion I2 of'distributor housing I I, one or more ducts 8| connect the cavities of housing portions I4 and I5.

Integral with cover-:23 and protruding upwardlytherefrom is. bracket 82. which pivotally mounts around pin 8.3 the two armed lever, generally denoted by the numeral 84, one arm. being 85 which;slidingly'engages central post 22 in asuitablev aperture. 8.6,. formed: therein; the. second. arm 81 of lever 84- slidingly engaging piston. rod IOI of control; unit I00 in a, suitable aperture 63 formed in. the. piston. rod I.0I

Piston. rod; IOI is' rigidly fastened to. piston l02 whichis reciprocably mounted in power cyl-- inder I03. that.- is. rigidly held by posts I04 threaded into controlihousing, I05 whichis. fixed tobase: 200.. by attachment. means such. as bolts I06; shown. The. ends of posts I04 are. threaded and. nuts I01 serve to. lock thev posts to control housing I05, and, to booster cylinder. I03; respectively. Cover I08 is fastened to cylinder I03 by bolts I00; cover I08 has a central boss II'0 with a suitable. central bore to properly" guide piston rod I0'I' and is also provided with a hole III that connects thespace=above thepiston I02 in cylinder I03 with-the atmosphere. The lowerportion of power" cylinder I03 is provided with a central boss I I2- that has a'central hole-for guidingpi'stonrod extension II 3 that protrudes frompiston I02 downwardly through power cylinder I03;

The'lower: end ofpiston' rod extension II3 is provided with threads II I which arescrewed into the central block N5" ofa turnbuckle, the block being shaped as a wide spur gear which is engaged-by'arack I I6; as best shownin Figures: I and" 6. Coaxially: disposed; with" piston rod extension I I- 3 is: pilot valve 2 housing I I-'I- that 6 has at itsupperend a, threaded portion; I I8 which: is also screwed into central block I.I5 of. the turnbuckle- The. threaded. portions H4 and: I;I8' have the same. pitch but are opposite in direction so that, if one is left-handed, the other is right-handed, consequently by turning. central block H5 in one direction. piston rod extension H3 and with it piston I02 and pilot valve housing' II'I will both move toward each other,. and rotating central block I I5 in the other direction, the piston I02 and pilot valve-housing. II! will move away from each other.

Pilot valve housing III has a, central duct II9 leading to a centralbore I20 in which pilot valve stem I2I is reciprocably and sealingly' mounted.

Piston I02. and piston rod IOI are secured against.

turning by screw I22 threaded into boss. II.0.and.

engaging axially extending groove I23 provided. in piston rod IOI which groove is. of suitable-- length to permit the necessary stroke. for piston I02 upwardly and downwardly from the: middle or central position.

Pilot valve housing I H has sidewardly'extend ing rigid brackets I24 which are provided with suitable grooves to accommodate posts I04 which acts as guides permitting thepilot valvehousing to reciprocate vertically and at the same time preventing any turning motion thereof. Pilot valve housing II! is provided with radial holes I25, I25, I2? and I28 communicating with inside bore I20 of the pilot valve. Hole I25 is. connected through resilient tubing I29 to' the: cavity of the lower portion I5 of the distributor housing II; hole I25 is connected by flexible tubing I30 to the inner space ofv power cylinder I03 underneath of piston I02; hole I21 is connected by flexible tubing I3I to a duct leading. to annular groove 49 and bearing-$9 of the distributing unit; hole I28 is connected through flexible tubing I32 to the inner spacev in cylinder. I03 underneath piston I02. The attachment of the tubings to the holes and ducts areeffected'by threaded or other approved means (not shown).

Pilot valve housing lI'i carries at its bottom portion a radially disposed set screw I33 which. reaches into axial groove I35 provided in pilot" valve stem I2I to limit vertical reciprocating motion of valve stem I2I in relation to valve,

housing II'I so that the annular grooves E35 and I36, suitably located, will not exceed the. full open position with radial holes I25, I25, 82? and I25. When the relative position of the valve stem I2I to the pilot valve housing I I? is changed so, that. the stem isdisplaced downwardly from the neutral position, the holes I25 and I25 are communicating with each other through groove I35 forming a connection between the inner space in power cylinder IE3 beneath piston I52 and the space within distributing housing portion I5 through flexible tubing I25 and we.

Conversely, when the relative position of the valve stem I2! and pilot valve housing II'I is changed so, that the stem is moved upwardly from the neutral position, then holes I2! and I28 communicate through annular groove I35 connecting the space in power cylinder I03 underneath piston I02 with the delivery side of the fuel pump 55 through flexible tubings I3I and I32.

The control unit housing I55 has an integral plate I3! having a central boss I50 with a suitable central hole to admit pilot. valve stem I2! into the inner cavity I39 of control housing I05.

In this inner cavity, concentrically to. thevalve. stem I.2.I:,.is, mountedpressure responsive means;.

shown to be bellows I40 that is air tightly and coaxially to valve stem I2I mounted on base plate 200. Aplate I II is rigidly fixed to both valve stem I2I and bellows I40 so that any movement of the bellows will move the valve stem I2I within pilot valve housing III. A spring I42 urges plate MI and valve stem I2I downwardly. Base 200 is provided with an opening 20! communicating with space I39, outside bellows I41}, and. with opening 202, communicating with the space inside bellows I40. Hole 20I is connected by tubing 203 to the most restricted lowest pressure area 303 of a central venturi 304 mounted in the air intake (not shown) of the internal combustion engine and hole 232 is connected by tubing 204 to the highest pressure area 305 of a second, larger venturi 333 through which all air, needed to form the proper explosive mixture for the engine, has to pass. These venturis, re-

spectively the air pressures at their highest and lowest pressure areas at 335 and 333 serve as air metering means for the air intake of the engine, as is Well known in the art.

From opening I] in each radial triangular pocket I5 tubing 89 leads to one fuel injector 33'! mounted in one of the work cylinders 308 (shown diagrammatically) while air is admitted. into the cylinder through air inlet 338 regulated by intake valve 3 I0, shown diagrammatically and fragmentarily in Figure l to a smaller scale. The ends of tubing 89 are preferably flared out and attached to suitably threaded bosses 33 by a corresponding nut 9|.

The device operates as follows:

For starting the engine a fuel priming device is employed which is conventional hence is not shown. The engine, while running, drives positively by known means (not shown) miter gear II and the rigidly attached drive shaft 38 with a definite relationship to the speed of the crankshaft, depending upon the number of sets of feed holes 43 as hereinbefore explained. Impellers 4t and 46 keyed on drive shaft 353 will deliver the fuel, fed through pipe 4! from the fuel tank into the pump, through the annular cavity 49 and axial duct 50 into the chamber formed by drive shaft 38 and central post 24 in sleeve I3. The pressure developed in this chamber by the fuel pump will be somewhat larger than the pressure of the valve spring 21 urging regulating valve 23 towards its seat in post 24. This spring pressure can be selectively adjusted by turning the set screw 25.

It will be noted that at full speed the pump delivers 3 to 4 times the amount of fuel that the engine consumes, therefore, at idling speeds the pump delivers only a small quantity of fuel so that the spring 21 holds valve 28 partially closed to maintain the minimum operating pressure in the sleeve I3. As the engine speeds up the output of the pump increases in proportion and valve 28 is forced open until it seats itself against pressure set screw (primarily a leakage compensating means), therefore, determining the maximum size of the valve opening 35. As the engine further speeds up and the output of the fuel pump increases in proportion, more fuel will be forced through the same size valve opening 30 causing an increase in pressure in sleeve I3 in proportion to the increase in engine and pump speed.

The fuel is expelled through openings 43 into pockets I6 and from there, via tubing 89 through fuel injectors 301, injected into the work cylinders in the proper time intervals necessary for introduction of the fuel, depending on the shape of the pockets I6 and of the axial position of sleeve I 3, respectively of that of the feed holes 43.

The excess fuel delivered by the fuel pump is expelled through orifices 30 and 32 into the cavity in portion I4 of the distributor housing from which it flows through ducts 8| into the lower cavity in housing portion I5 whence throughthe relief valve contained in boss I0 (said valve comprising ball 30, weak spring BI, connecting threaded fitting 62) and through tubing II, the fuel is returned into pipe 41 for reintroduction into the fuel pump.

When the operator opens the throttle 302 of the butterfly valve the engine receives more air as the resistance against the airflow is decreased, and the flow of air is increased, causing an increased pressure difference between the cross sections 303 and 335 in the venturis 304 and 306, hence in space I39 outside the bellows I40 relative that in the space inside thereof. As the result the bellows I40 will be expanded and moved upwardly and with it valve stem I2I in pilot valve housing II'I. As a consequence radial openings I2? and I28 will be put in communication with each other through groove I36 and high pressure fuel will flow through flexible tubings I 3| and I32 into the space below piston I02 in power cylinder I03. As a result piston I02 and piston rod IOI will be lifted vertically, lever 84 will be pivoted around pin 83 and spider 2| by its post 22 moved downwardly against the pressure of spring 34. Posts 22 connected rigidly to spider 2|, will move downwardly together with slip ring I9 and sleeve I3 which is rotating with its flange I8 sliding in slip ring I9 all the time. Sleeve I3 having been moved axially downwardly, holes 43 sweep by a lower, hence wider portion of the pockets I 6, hence the holes will communicate with the pockets through longer arcs delivering to them a correspondingly greater amount of fuel, consequently the delivered fuel through tubing 89 to injectors 337 and into the work cylinders will be also correspondingly greater. The final result is that the increased airflow through the venturis brings about automatically an increase of the fuel supply affected by the control and distributing units.

Conversely, by closing butterfly valve 302, the pressure difference between cross sections 303 and 305 and between the outside and the inside spaces of bellows I40 becomes less, spring I42 compresses the bellows and pushes plate MI and valve stem I2I downward, holes I25 and I26 and through them flexible tubings I30 and I29 Will communicate through annular groove I35 bringing about an opposite result to that hereinbefore described namely sleeve I3 will be axially lifted and the amount of the injected fuel reduced.

Toadjust the relationship between the pilotvalve stem I2 I and pilot valve housing I I1 and for the corresponding positioning of sleeve I3 an adjusting mechanism is provided consisting of the central block II5 of a turnbuckle coacting with a rack H6 and of a leverage (not shown) manipulated by the operator. By changing the position of rack I I6, central block I I5 is turned selectively in either direction and with it the relative distance between piston I02 and pilot valve housing II! is changed, thereby varying the ratio of fuel and air to which the automatic control was beforehand set.

. Linkage 30I, controlling butterfly valve 302, is connected to piston rod 55 in asuitable manner (not shown) so that opening of the butterfly valve acemes "302 will be always accompanied by-moving piston 54 downwardly toward the bottom-of the master cylinder As a result of such piston movement the fuel will be pressed through tubing 65 and 66 into actuating cylinders 52 and 53 above pistons 61 forcing these'pistons and with them "the connected spider 2! downwardly. The descending spider '2! moves through posts 20 and slip ring l9, sleeve [3 downwardly increasin thereby the amount of the injected fuel, hence master piston 54 and butterfly valve 382 work always "in unison and for increased air intake a correspondingly increased fuel intake will be momentarily provided, thus giving the accelerating pump action. The return motion of sleeve [3 "and-of spider 2| to the control of piston I02 isc'aused by spring 34 which forces spider 2! and pistons 61 upwardly threby causing the entrapped fuel above pistons 61 to be forced downwardly through drilled metering holes 69 in pistons 61. These metering holes 69 are of suchsizethat they will cause the accelerating pump action to diminish at a rate to compensate for the lag in the automatic control responsive to the air metering meansin the air intake'manifold of the engine.

Any leakage of fuel within the hood 5E and the shell '88 may be drained by means of a drain pipe 93 which is connected to the fuel tank (not shown) and any leakage in the distributing unit 1 0 is returned to the fuel pump 64 through'check valve and pipe H shown in Figure 1.

From the foregoing description taken in connection with the accompanying drawings, it will be seen'that my invention provides a fuel injection system of the character described which provides asingle injection unit which feeds the fuel'in metered quantities to any number of cylinders of an-engineinstead of providing a fuel injection device for each cylinder as is conventionally done.

It is obvious that those skilled in the art may vary the details of construction and arrangements of parts without departing from the spirit of my invention, and therefore I do not wish to be limited to such features except as may be required by the appended claims.

I claim:

1. In an internal combustion engine having a plurality of work cylinders, a crank shaft and an air intake manifold provided with air metering means, a fuel injection system comprising pump means receiving fuel from a supply line and delivering it under pressure in quantities at all times substantially in excess of those necessary to be injected into the work cylinders, drive means for positively motivating said pump by said crank shaft, fuel metering means rotatable with said pump means receiving fuel from said pump and regulating the amount delivered to the work cylinders, by-pass means between the pump and the fuel metering means removing a portion of the fuel delivered by the pump, piston means receiving the fuel from the by-pass means and actuated thereby, connections between said piston means and said fuel metering means so constructed and arranged that when an increased quantity of fuel enters the by-pass means the fuel metering means permits a greater quantity of fuel to enter the work cylinders, valve means in the by-pass means regulating the amount of fuel passing through the by-pass means, control means regulating the position of the valve means, said control means being responsive to the amount of air passing through the air metering means and manually operable ratio varying means regusupplied to the Work cylinders.

2. In an internal combustion engine having a plurality of work cylinders, a crank shaft and an air intake manifold provided with air metering means, a fuel injection system comprising pump means receiving fuel from a supply line and delivering it under pressure in quantities substantially in excess of those necessary to be injected into said work cylinders, a fuel distributor housing, a drive shaft rotatably mounted therein, means for positively motivating said shaft by said crank shaft, a sleeve rotatably andaxiall-y reciprocably mounted in said housing and receiving fuel from said pump, means for driving said pump means and for rotating said sleeve by the drive shaft, means in said housing so constructed and arranged as to vary the quantity of fuel injected into each work cylinder according to axial position of thesleeve therein, bypass means between the pump and the sleeve receiving portion of the fuel delivered by the pump, piston means receiving the fuel from the by-pass means and actuated thereby, connections between said piston means and said sleeve means so constructed and arranged that an increased amount of "fuel entering the by-pass means'causes the piston to move the sleeve axially relative 'to the housing so as to deliver a variable quantity of fuel to'the work cylinders, valve means in the by-pass means regulating the amount of fuel through the by-pa'ss means, control means regulating the position of the valvemeans, said control means being responsive 'to the amount of air passing through the air metering means and manually operable ratio varying means r'egulating the amount of fuel relative to that of air supplied to the work cylinders.

3. In an internal combustion engine having a plurality of work cylinders, a crank shaft, and an air intake manifold provided with air metering means, a fuel injection system comprising fuel pump means receiving fuel from a supply line and delivering it under higher pressure in quantities substantially in excess of those necessary to be injected into the work cylinders, a fuel distributor housing, a drive shaft rotatably mounted in said housing, means for positively driving said shaft by said crank shaft, a sleeve rotatably and axially reciprocable mounted in said housing and receiving fuel from said pump, means for driving said pump means and for rotating said sleeve by said drive shaft, radial openings in the wall of said sleeve coacting periodically with radial open pockets in the wall of said housing, connecting means for transmitting fuel from each of said pockets to one of said work cylinders, bypass means between the pump and sleeve receiving a portion of the fuel delivered in quantities substantially in excess of those necessary to be injected into said work cylinders, a fuel distributor housing, a drive shaft rotatably mounted therein, a spider axially reciprocably mounted on said fuel distributor housing and slidingly engaging said sleeve for conveying the axial movement of said spider to said sleeve, piston means receiving the fuel from the by pass means and actuated thereby, connections between the said piston means so constructed and arranged that an increased amount of fuel entering the by-pass means causes the piston to move the sleeve axially relative to the housing so as to deliver a varying quantity of fuel to the work cylinders, valve means in the by-pass means regulating the flow of fuel therein, control means regulating the position of the valve means, said control means being responsive to the amount of air passing through the air metering means and manually operable ratio varying means regulating the amount of fuel relative to that of air supplied to the work cylinders.

4. In an internal combustion engine having a plurality of work cylinders, a crank shaft and an air intake manifold provided with air metering means, a fuel injection system comprising fuel pump means from a supply line and delivering it under higher pressure of the fuel delivered by the pump, piston means receiving the fuel from the by-pass means and actuated thereby, connections between the said .piston means and sleeve means so constructed and arranged that an increased amount of fuel entering the bypass means causes the piston to move the spider axially with respect to the housing and thereby move the sleeve axially relative to the housing so as to deliver a variable quantity of fuel to each work cylinder depending upon the position of the radial openings in the sleeve with respect of the pockets in the housing, a return spring mounted between the spider and the housing tending to urge the spider toward the position in which the radial openings in the sleeve are cut off from the pockets, valve meansin the by-pass means regulating the flow of fuel therein, control means responsive to the amount of air passing through the air metering means regulating the position of said valve and manually operable varying means regulating the amount of fuel relative to that of air supplied to the Work cylinder.

5. A fuel injection system according to claim 4 in which the valve means comprises a pilot valve stem attached to the air pressure responsive means, said valve stem being disposed in a pilot valve housing that is operatively connected to said ratio varying means, said pilot valve stem and valve housing being mounted for axial reciprocating motion relative to each other, two annular grooves in said stem coacting with radial openings in said pilot valve housing and inlet and outlet connections from the annular grooves to the by-pass means.

6. A fuel injection system according to claim 4 in which the ratio varying means consists of a turnbuckle having a central block with central coaxial left and right threads, the one operative- 1y engaging a threaded portion of said valve means, the other engaging a threaded rod on said piston, said central block being provided with gear teeth operatively engaging a rack mounted for hand operation.

'7. A fuel injection system according to claim 4 in which there is provided means connected with the spider for momentarily increasing the amount of fuel injected into the work cylinders each time the spider is moved against the force of the return spring to increase the flow of fuel through the radial openings in the sleeve into the pockets in the housing.

HARLAN N. FISER.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 2,087,296 Parsons July 20, 1937 2,103,126 Sugihara Dec. 21, 1937 2,270,263 Butler Jan. 20, 1942 2,388,669 Baker Nov. 13, 1945 2,453,329 Lee, II Nov. 9, 1948 

